System and method for providing information to a user

ABSTRACT

An information system and method provides information to an operator of an emergency response vehicle. A destination location and a current position of the motor vehicle are established. A planned route as a function of the destination location and the current position is established and communicated to at least one traffic control system, an alternate route is established as a function of a factor which may delay travel over the planned route, the destination location, and the new current position and a modified route plan is communicated to at least one traffic control system. The traffic control received positional data on the vehicle and controls the traffic control devices under its management to expedite the transit of the emergency vehicle.

The present application claims priority to U.S. Provisional PatentApplication Ser. Nos. 60/531,962, filed Dec. 23, 2003, and 60/557,186,filed Mar. 29, 2004, both of which are hereby incorporated by reference.

FIELD OF THE INVENTION

The present invention relates generally to traffic routing, and moreparticularly, to a system and method to reduce or eliminate delays of anemergency vehicle as it travels in route from its normal post to thescene of the emergency and any other locations required to complete theemergency, rescuer or recovery process.

BACKGROUND OF THE INVENTION

Fire, ambulance, police and other emergency services in many differentforms have existed in society for all recorded history. Traffic controlhas also existed in some form for the same period. In today'senvironment, as traffic levels increase, it is imperative that thoseresponsible for providing for the safety and security services to oursociety have access to the best methods and systems available. Usingthese methods and systems, they will be able to assist emergencyresponse personnel and vehicles in getting to the scene of an accident,fire, crime or other natural or man made incident or disaster as quicklyas possible.

Over the years routing of emergency vehicles and people has taken manyforms. Most of the original forms of routing were procedural in nature,specifying routes with least traffic or congestion based on historicaltraffic patterns based on day of week and time of day. With the adventof the 2-way radio and its use in emergency response vehicles, more realtime routing was available provided that input from traffic controlpoints was being supplier to dispatch facilities. Over time, with theincrease use of networks and devices used in traffic control, videomonitors at major intersections were added to the input devicesavailable to the dispatcher to permit direct real-time observation dataas well as direct control of the traffic control signal switches atmajor intersection points.

Many rental cars and trucks, today are equipped with a GPS driven,computer based guidance system. These systems utilize GPS andsophisticated routing software to direct the driver, using a synthesizedvoice, to their destination. The system uses GPS tracking or some othersuitable location monitoring and tracking system to know its currentlocation. The driver enters an address of the desired destination andthe system, using maps and sophisticated routing software, computes thefastest, shortest or most direct route based on the drivers preference.Once activated, the system will tell the driver what to do every step ofthe way. In addition, if the driver makes a wrong turn, the system willperform a real time re-route process and give corrective routingdirections to the driver to get him back on course.

While this type of system is quite advanced and useful, it lacks theability to get real time traffic updates from a traffic control network.Furthermore, the prior art systems are costly and in-effective.

The present invention is aimed at one or more of the problems identifiedabove.

SUMMARY OF THE INVENTION

In one aspect of the present invention, an information system for amotor vehicle is provided. The information system includes an inputsystem, a positioning system, and a routing system. The input systemestablishes a destination location of the motor vehicle. The positioningsystem establishes a current position of the motor vehicle. The routingsystem establishes a planned route as a function of the destinationlocation and the current position, receives information relating to afactor which may delay travel over the planned route, establishes a newcurrent position and responsively establishes an alternate route as afunction of the factor, the destination location, and the new currentposition.

BRIEF DESCRIPTION OF THE DRAWINGS

Other advantages of the present invention will be readily appreciated asthe same becomes better understood by reference to the followingdetailed description when considered in connection with the accompanyingdrawings wherein:

FIG. 1 is a block diagram of an information system for a motor vehicle,according to an embodiment of the present invention;

FIG. 2 is a first flow diagram of a method for providing information toan operator of a motor vehicle, according to an embodiment of thepresent invention;

FIG. 3A is a first portion of a second flow diagram of a method forproviding information to an operator of a motor vehicle, according toanother embodiment of the present invention;

FIG. 3B is a second portion of the second flow diagram;

FIG. 4A is a first portion of a third flow diagram of a method forproviding information to an operator of a motor vehicle, according toanother embodiment of the present invention;

FIG. 4B is a second portion of the third flow diagram;

FIG. 4C is a third portion of the third flow diagram;

FIG. 5A is a first portion of a fourth flow diagram of a method forproviding information to an operator of a motor vehicle, according toanother embodiment of the present invention;

FIG. 5B is a second portion of the fourth flow diagram;

FIG. 5C is a third portion of the fourth flow diagram;

FIG. 6 is a table related to system and method for providing informationto an operator of a motor vehicle;

FIG. 7 is a first view of a map illustrating operation of the presentinvention;

FIG. 8 is a second view of the map of FIG. 7;

FIG. 9 is a third view of the map of FIG. 7;

FIG. 10 is a fourth view of the map of FIG. 7;

FIG. 11 is a fifth view of the map of FIG. 7;

FIG. 12 is a sixth view of the map of FIG. 7;

FIG. 13 is a seventh view of the map of FIG. 7;

FIG. 14 is a eighth view of the map of FIG. 7; and,

FIG. 15 is a ninth view of the map of FIG. 7.

DETAILED DESCRIPTION OF INVENTION

With reference to the drawings and in operation, the present inventionrelated to an information or guidance system 10 for a motor vehicle (notshown). The motor vehicle may be any of type of mobile vehicle, such asan, such as an emergency vehicle or marine vessel.

Generally, the information system 10, beginning with a starting locationand a destination, determines a planned route for the motor vehicle. Theinformation system 10 may receive information, i.e., a factor, whichwill impact time it takes the motor vehicle to travel the planned routeand responsively establishes an alternative route.

With specific reference to FIG. 1, the information system 10 includes aninput system 12, a positioning system 14, a routing system 16, and acommunication system 18.

The input system 10 establishes a destination location of the motorvehicle. For example, the input system 10 system may be used by anoperator or driver, to establish the destination location. The inputsystem 10 may include, e.g., a keyboard or keypad 20 and/or a microphone22. The operator may key in a destination (or a select from a list ofknown or previously used destinations) on the keyboard. Alternatively,the information system may include a microphone for the operator tospeak into and establish the destination through voice recognitionsoftware.

The routing system 16 is a computer based system located on onboard andincorporates software for establish a route given the destinationlocation and a starting location. The routing system 16 establishes theplanned route as a function of the destination location and a startingposition, and receives information relating to a factor which may delaytravel over the planned route from an external source 24. The routingsystem 16 may also, based, e.g., on its current position, the motorvehicle's progress along its planned route, dynamically determine ifmodifications to the planned route are needed, and if so, establishes analternate route as a function of the factor, the destination location,and a current position of the motor vehicle.

The position positioning system 14, which may be a global positionsystem, is used to establish the current position of the motor vehicle.

The communication system 18 may be used to implement to communicateinformation to the operator and may include a display device 26 and/orone or more speakers. The display device 26 may be a touch-screendisplay and may be used as part of the input system 12.

In one aspect of the present invention, the external source 24 includesa communications network 24. The communications network 24 may be atwo-way communications network (see below) for communicating with one ormore one or more traffic control systems 25. The information system 10may communicate vehicle data, such as the current position of the motorvehicle, progress of the vehicle along the planned route, and vehicleoperational characteristics, to the traffic control system 25.

In one embodiment, the information system 10 coordinates the plannedroute and/or the alternative routes with the traffic control systems 25.For example, the traffic control system 25 may include at least onetraffic control signal. The information system 10 may send a request thetraffic control system 25 to control the at least one traffic controlsignal to minimize any impact of other traffic traveling along theplanned route or the alternative route.

In another embodiment, the traffic control system may monitor theposition of the motor vehicle along the planned or alternative route toalert, in a timely fashion, vehicular and/or pedestrian traffic of theapproaching motor vehicle (see below). For example, the alert may be inthe form of an audible alarm and/or an visual signal and/or other signalto be received by an appropriate device in other vehicles.

In another aspect the traffic control system 25 may include a railroadcrossing system. The traffic control system 26 may monitor the positionof the motor vehicle along the planned or alternative route andcoordinate with the railroad crossing system. For example, the railroadcrossing system may includes one or more bridges and/or one or morerailroad crossing, which may be cleared or lifted to allow the motorvehicle to pass. It should also be noted that the inability for such tobe cleared may be one of the factors communicated to the routing system16.

The system 10 may also include a preference device 74, 132, 196 whichmay contain preference information related to an operator of the motorvehicle (see below). For example, the routing system 16 may establishingthe planned route and/or alternate route as a function of the preferenceinformation.

In one aspect of the present invention, the display device 26 maygraphically and/or textually display the planned route and/or thealternate route to the operator (see FIGS. 7-15). Alternatively, thecommunication system 18 may audibly communicate the planned route and/orthe alternate route to the operator through the speaker(s) 28, such asin the form of instructors.

In one aspect of the present invention, the received information relatedto the factor (received over the network 24) may include a plurality ofparameters which may affect the estimated time of arrival. For example,the plurality of parameters may include one or more of a location offactor, vector coordinates of factor, radial impact of factor, orgradient impact of factor (see below). As explained below, the routingsystem receives the receiving information related to the factor from anexternal system, such as a traffic control system. In another aspect ofthe present invention, the routing system 16 may be able to receivedata, voice or entertainment services over any suitable network 24

In another aspect of the present invention, the routing system 10 maymonitor the current position of the motor vehicle, determine if theoperator has not followed the planned route, and responsively modify theplanned route as a function of the position of the motor vehicle (seebelow).

With specific reference to FIG. 2, a method 30 for providing informationto an operator of a motor vehicle is shown. In a first step 32, adestination location of the motor vehicle and a current position of themotor vehicle is established. In a second step 34, a planned route isestablished and communicated to the operator or user. In a firstdecision block 36, if information is received related to a factor whichmay delay travel over the planned route, then the method 30 proceeds toa third step 38. Otherwise, the method 30 proceeds to a second decisionblock 42. In the third step 38, a new current position of the motorvehicle 38 is established and an new or alternative route is establishedin a fourth step 40. Control then proceeds to a third decision block 39.In the third decision block 39, it is determined if modifications to theroute are needed. This may be based on the current position of the motorvehicle and the received factor, and if available, other information,such as data received from the traffic control systems 25. For example,if the factor would cause a significant delay in the motor vehiclereaching its destination (based on its current progress), then analternative route may be needed. Furthermore, based on other traffic,there may or may not be a route around the cause of the factor whichwould result in a better arrival time.

If modifications are not needed, then the method 30 proceeds to thesecond decision block 42. In the fourth step 40, an alternative route isestablished based on the current position of the motor vehicle and themethod proceeds to the second decision block 42.

In the second decision block 42, if the destination location has notbeen reached, then the method communicates with the traffic controlsystem 41 the current location of the vehicle and the planned route ifit has been modified. The method 30 then returns to the first decisionblock 36. Otherwise, the method 30 ends.

In one embodiment, the guidance system 10 may be configured to meet theneeds and preferences of the person operating the vehicle through theuse of a smart card or personal communications gateway 52 (see FIG. 3).The specifics of these authorization and configuration means is coveredin more detail later. Properly configured and authorized, the system 10will be capable of receiving over the network 24 in real time, updateson accidents, congestion and other conditions that would impede orimprove the progress of the vehicle to the destination. This avoidanceor clearance data permits the routing system 16 and process 30, toconsider alternative routes in real time based on the current locationand provide alternative routing to the operator. The network 24 toprovide this interface would preferable be wireless and could becellular, data wireless IP based like 802.11, sub carrier based off ofstandard broadcast radio, pager network based, digital land and/orsatellite based, land mobile data radio based, software radio based andcontrolled or any other suitable or acceptable means sufficient todeliver input to the information system 10 permitting it to build themost efficient route to the destination.

As an alternative for repetitive or scheduled route planning fortransports like public bus systems or commuters who travel the sameroute daily, a centralized route planning function could providealternative route planning services and recommendations. These types ofservices would be ideally suited for incorporation into guidance systemsintegrated into in transport entertainment and radio system or anysystem having either an audio or visual display capable of text andgraphical display.

The traffic control network could be operated by the DOT, local policeor county traffic control departments, local radio or TV stations or maybe a subscription based service offered by private companies. Thenetwork 24 for delivery of information, could be local, or operate overnational networks like those available from land based and/or satelliteradio providers like Sirius or XM Radio or other satellite basednetworks offering voice and/or data services. The information system 10could be stand alone devices or could be integrated into vehicle radios,which would share the receiver for both audio entertainment andnavigational purposes. These digital radios could also incorporate thesynthesized voice for audio output and utilize their screens to displaygraphical and text data for navigational purposes. The system 10 couldalso be part of an overall in vehicle data system and network, used tocontrol the vehicles operation as well as provide the passengers withaccess to mobile data networks providing two way data, voice and videoservices.

When in vehicle guidance systems gain sufficient acceptance by thepublic and sufficient numbers of them exist, the system 10 will supporta 2-way communications network.

The information system 10 may use the positioning system 14, i.e., GPSor other suitable location sensing system, to provide real time feedbackto a central traffic routing and control system. The system 10 may trackat a minimum, the speed and direction of the vehicle and in a moreenhanced version, would be capable of sensing and reporting on weatherconditions, traction control conditions or any other sensor basedcondition that the system or vehicle was capable of supporting andreporting. With such real time inputs, the central traffic controlsystem 10 would be capable of altering traffic control systemparameters, like the posted speed limit, warning signs as well astraffic signaling and traffic lane directional control systems, tobetter regulate or improve the flow of traffic, thus reducing congestionas well as providing in vehicle guidance and navigation systems withneeded data to perform route analysis and redirection as needed. In amore elaborate configuration, it could also generating an alert or alarmcondition, which would cause traffic control cameras, observationaircraft or ground vehicles to be dispatched, to investigate the causeof the stoppage or slowdown. By improving both real-time from-the-fieldconditions with the sophisticated routing software and systemsavailable, the performance of the overall guidance and navigationsystems will be greatly improved.

It should be noted at this point that the 2-way communication system,while presented as being incorporated into the guidance system 10, mightbe incorporated into a vehicle in other forms. In its simplest form, thecommunication system 10 may be a speed and direction sensing system,which would be in the form of passive devices for example but notlimited to RFID tags attached to or incorporated into a vehicle. Itcould take may forms such as being embedded into the vehicles licenseplate or incorporated into the vehicles inspection and renewal stickers.In what ever form it is embodied, it would be placed into a bus, taxi,police car, delivery vehicle or other forms of public or privatetransportation and as they pass monitoring points, they would supplyadditional input data points to the traffic control system. Unliketraditional traffic control inputs which simply track numbers ofvehicles passing a sensor point, the RFID tag would permit tracking ofindividual vehicles progress along any number of routes and be betterable to determine real traffic flow patterns, speeds and preferredroutes. This RFID tag would also provide a means of tracking stolen ormissing vehicles by associating a RFID tag identification number with aspecific vehicle. The data captured by this flow monitoring andreporting system would be recorded in a database for use in dynamicallyrouting vehicles and controlling traffic control devices and systems toimprove overall traffic flows.

In more elaborate forms, the navigation and guidance system 10 may be anactive reporting system, incorporated into the vehicles entertainmentsystem, communications system or any other system in the vehicle thatwould accommodate the processor and communications needed. This wouldpermit the sharing of on board vehicle resources like speaker, displayunits, microphones, input devices or key boards, power supplies, storagemedia, digital processors and communications systems. Devices such ascellular phones and PDA's represent some of the devices that couldinterface with the 2-way communications network. As car automation andcomputerization expands with integrated vehicle video entertainmentsystems, built in voice and data networking system and emergency alarmand detection systems such as GM OnStar, the incorporation of the one ortwo way traffic control guidance interface becomes increasingly easywhile improving the overall driving experience. Adoption of planar arrayantennas into vehicle roofs, hoods or trunks to support high-speed dataand video transmission from satellites and/or land based stations usingtechnologies like the IEEE 802 LAN/MAN protocols all make transport ofneeded data streams easier and cost competitive.

Another feature of the interface to the traffic control system of the2-way communicating system would be that it would not be necessary forit to always have coverage. The directional, speed and other data pointsgathered by the system 10 could be recorded in a memory associated withthe system. When the system at a later time, comes into an area where2-way communications are available, it would upload its historical data.In this way, the system 10 will work with what today are called hotspots or tele-points until a complete coverage network is available. Itwill also permit the system 10 to be developed with the concept thatalways on connectivity will never be a reality, and upload points wouldbe placed strategically to gather data on the most active routes firstand then the less traveled roads as needed. If deployed as asubscription service, it could as and example, be aligned with IEEE 802LAN/MAN hot spots or CDMA data networks of cellular carriers. There ishowever no restriction or limitation as to how it could be deployed orpackaged. Batch transfer of data will require that time and date stampsbe incorporated into the message content so that old data could bepurged either before transmitting by the on board tracking and reportingsystem or by the traffic control transceiver point. In either case, olddata is of no use to the traffic control system other than forhistorical trending purposes. If the system design desires to havehistorical data for trending purposes, it can optionally be configuredto send and record all data points captured by the system.

Many rental cars and production passenger vehicles now come equippedwith a navigation or guidance systems that do not interface with anoutside traffic control and reporting system over either a one or twoway communications network. To improve on these non-interfacing systemsand provide for portability of the routing service, the navigation orguidance system 10 can be equipped with a number of differentcommunications ports over which information from a traffic control orreporting system can be delivered by other devices. An example would bea business person who carries a communicating PDA, Blackberry or othermobile computing and communications device or personal communicationsgateway or software radio and the means to configure, authorize andactivate the device, can place their device into a cradle or otherdocking means that not only would have the option to power thecommunicating device but would also have the ability to initiate acommunications session between the device and the navigation and orguidance system and cause it to use either the docked systems or theinstalled devices one or two way communications capabilities to gaindata on local traffic conditions and provide the navigation and guidancesystems with valuable additional data to enhance its routingcapabilities.

The use of software radio systems, configured by an individual'spreference and authorization means, like a smart card, an RFID tag, abio-metrics detector and identification sensor or device, a key entrydevice, a voice recognition device, a magnetic card reader, a ID chip,or any other identification means or combination of means, deemedreliable, secure and economically justified will permit greaterflexibility and customization to meet the specific needs of each user.This same authorization means may be used to configure one or all invehicle systems for guidance, routing, entertainment, data and voicesystems to meet the preference means of the operator. Other systems thatcould be controlled by the individuals preference and authorizationmeans include settings for one or more of the following: seat settings,mirror settings, climate control settings, peddle and steering wheeladjustments, suspension controls, dashboard illumination controls, radiostation setting by type and or genre, seat heaters, traction control andor drive train.

The routing and information service could be a free publicly availableservice or a fee-based service provided by a service providerspecializing in route planning. It should be noted that a device like acell phone or PDA or any other communicating device with a display andor speaker and or microphone on a stand alone basis can deliver thecomplete navigation and guidance capability described above, theinterfacing of the communicating device with an in vehicle navigationand or guidance system simply enhances the ability of the communicatingdevice by expanding its display, processing power, positiondetermination and ability to utilize the one or two way interfacecapabilities. In addition, it helps keep the unit cost of the cell phoneor PDA or other communicating device down to a reasonable level by offloading features and functions it may not always need and place those inthe navigation and or guidance system. Any communicating device would bea candidate to provide the necessary interface. As radio technologyadvances, communication systems are becoming more software controlledand will no longer be tied directly to a set piece of hardware tooperate in a particular frequency or under a particular frequency usagescheme such as frequency hopping. Smart Cards or personal communicationsgateway devices, permitting access to wireless networks and servicesthrough adaptive circuits dynamically configured by software, willprovide added flexibility and ease of use of these guidance andnavigation systems. Through their use, users will be able transformbasic guidance and navigation systems to meet their specific needs,access their preferences, utilize specific service providers andauthorize and activate features and functions based on their level ofservice or subscription base. This dynamic configuration andauthorization means will permit the base navigation control and guidancesystem as well an any other interfaced system in the vehicle to acceptthe necessary control parameters and intercommunications to all devicesand network interfaces to meet the personal preferences of the user andinterface wirelessly with the users preferred service providers fornetwork, data, entertainment and voice services.

Appointments in calendaring programs, meeting notices or memos withaddresses can be automatically retrieved and used by the guidance and ornavigation system if so permitted by the communicating device, to directthe driver from their current location to the point of their meeting, toa hotel where they have a reservation or to the rental car agency oncethe meeting or trip is completed and the car is to be returned. Theability of the communicating device to share reservation and trip plansand itinerary data with the navigation and guidance system to improvethe overall travel experience is another value added and conveniencefeature of the system and begins to expand the vision of the “personaldigital assistant”. The networks used to interface with the navigationand guidance system would be RF, Infrared, Optical or use any othermedium that was considered suitable and reliable and met with interfacestandards. This capability would permit the end user to save route datain their personal device so that features like “most frequently callednumbers” could be expended to include “most frequently visiteddestinations”. These types of saved data could be stored in either theportable device or stored by the service provider and made available ondemand over the network to the subscriber for use at any time. Inaddition to the above features, the interface will permit the end userdevice to utilize the power source, display, speaker and microphone ofthe navigation and or guidance system to deliver other services to theoperator without causing them to have to remove their concentrationwhile driving. An example of such a feature might be to read any unreade-mail to the driver while in transit or to read inbound text or voicemail messages to the driver. Another feature would be to use thewireless connection, to initiate a VOIP phone conversation with anyappropriately enabled end point on the Internet leveraging the speakersand microphone of the navigation and or guidance system to deliver thevalued added service of VOIP calling. In association with voiceservices, the network would also provide the ability to receive anddisplay or read fax transmissions. Service provides like Net2Phone andVonage are examples of companies capable of providing these types ofservices. This same system could be used to tract assets and people forany corporate, government or military organization or for the any otherpurpose or reason deemed necessary or logical. This includes trackingand reporting of personal versus business travel for tax proposes aswell as corporate allocation of expenses relating to travel. Many otherconvenience and safety services can be delivered over this interface andtherefore are not limited to the above example. An extended examplecould be the integration of an accident reporting system into thenavigation and/or guidance system permitting it to notify authorities ifan accident condition alarm is activated.

Surface vehicles are also susceptible to delays caused by railroad andmarine traffic. Railroad traffic is managed by a central control center.As a result, the traffic control management system can obtain real timeupdates on scheduled and none scheduled railroad traffic, which willcause delays at railroad crossing. Unlike bridges, which are manned,railroad crossings operate automatically and therefore control ofconflicts with traffic on the rails and the surface streets must beresolved at the traffic control centers for each medium. This isespecially true when emergency vehicles are in route to an emergency andtheir planned route includes at least one railroad crossing. Theseconflicts can be managed at the control center level for each medium byrerouting the emergency vehicles or causing the railroad traffic tospeed up or slow down to avoid the conflict and eliminate any computedpending conflict and delay. More problematic is marine traffic, whichcan cause delays in surface vehicle traffic when bridge opens arerequired, due to height clearance restrictions of passing vessels. Whilemany bridges follow a schedule for openings, often unscheduled openingsoccur which result in unanticipated delays for surface vehicle traffic.A vessel tracking and bridge opening scheduler and alarming system isdescribed here. This system could be used to track railroad traffic aswell as marine traffic if the properties of the railroad control systemdo not adequately meet the needs of supplying sufficient real time dataon train locations, speed and crossing ETA's of surface traffic streets.A vessel tracking and bridge opening scheduler and alarming system, isdesigned to monitor a beaconing transmitter aboard any marine vesselhaving a height clearance restriction sufficient to cause a request of abridge opening to be required. Current marine protocol requires thatever vessel needing a bridge opening contact the bridge tender torequest such an opening to be scheduled. Depending on the trafficconditions and the operating mode of the bridge, openings may only occuron a scheduled basis like every half hour or may occur on request aslong as surface traffic is not excessive. Most bridges operate under ascheduled opening basis during peak surface traffic times and thenrevert to an on request schedule during none peak surface traffic times.The beaconing transmitter of each vessel is either a stand-alone deviceor is a hybrid combination of a radio transmitter, such as a standardVHF marine radio and a positions location system such as a globalpositioning satellite (GPS) system. Since most vessels today have a GPSreceiver onboard for navigational purposes and most new VHF radios havean interface to a GPS receiver for distress reporting purposes, it iseasy to envision that this same combination of radio and GPS whichoperates on channel 16 for emergencies could also operate on channel 9which is the standard for bridge tender intercommunication voicetraffic. The beaconing transmitter will transmit the vesselsIdentification, its position as a discrete latitude and longitudecoordinate, its speed and direction. The Vessel Tracking and BridgeOpening and Alarming system at each bridge within the range of thevessels radio will compute a possibility of a crossing of the vesselstrack and bridge and also will calculate an estimated time of arrival ofthe vessel using the beaconing radios GPS data stream. The process itwill go through is as follows.

1. The ID and position data of the vessel is first plottedmathematically against all known waterway navigation channels leading toand from the bridge. Since waterways like railroad tracks follow aspecific course and location, it will be easy to determine if the vesselis on a waterway that intersects with the bridge.

2. If the vessel is determined not to be on a course with the bridge themessage is deleted and any other inbound message in the radio receiversqueue is processed.

3. If the vessel is determined to be on a course with the bridge, thespeed over ground, location and direction are used to determinemathematically if the vessel is headed towards the bridge or away fromit. If it is headed away from it, the message is deleted and any otherinbound message in the radio receivers queue is processed.

4. If the vessel is on a course with the bridge and is headed towardsthe bridge, the speed of the vessel and its location are used to computean estimated time of arrival at the bridge.

5. The estimated time of arrival is then posted to a log file in a formthat will allow the bridge tender to review them and communicate withthe vessel using either an automated text of voice system informing themof the next scheduled opening time and any special instruction necessaryto maintain a safe and orderly condition in the waterway and in the areaimmediately surrounding the bridge. Such information may be arecommendation to slow or speed up their approach so as to better timetheir arrival for the scheduled or non-scheduled opening. I may includeinstructions to hold behind another vessel that is in front of them inthe queue of vessels awaiting the opening. It may also includeinstructions about which side of the bridge's water way will be givefirst rights to pass through the bridge once it is opened. Priority isalmost always given to vessels how have a current to their stemstraveling downriver due to their restricted or diminished ability tomaneuver, to vessels who are burdened such as large barge tows or tugsand to vessels who are experiencing mechanical difficulties. Manyfactors enter into this complex queuing process making the VesselTracking and Bridge Opening Scheduler and Alarming system a valuabletool for bridge tenders to manage a safe and orderly process much likean air traffic controller must do for at a busy airport.

6. As the bridge tender manages all vessel traffic requiring a bridgeopening, the planned opening time, estimated duration of the openingwill be posted to the traffic control system or posted to a datarepository used by traffic control systems and vehicle routing andguidance systems to make them aware of the scheduled opening and itsestimated duration.

7. As an opening occurs and is in process, the bridge tender will updatetheir postings to the traffic control systems or data repositories asneeded. Updates to the estimated duration time and the time ofcompletion will be posted along with a final posting at the completionof the opening with an indication of the traffic delay created as aresult of the opening. The surface traffic delay factor can be computedusing electronic sensors on the surface street approaches to the bridgeor through visual observations.

8. Because there is a direct like between the bridge tenders VesselTracking and Bridge Opening Scheduler and Alarming system. The bridgetender will be notified by the traffic control system if an emergencyvehicle is in route to an emergency and will need to cross the bridge.This information along with an estimated time of arrival of theemergency vehicle, update in real time, will be included in the bridgescheduling system permitting the bridge tender to either delay theopening or cause the emergency vehicle to be rerouted if possible. Thiscommunication and control is possible do to the intercommunicationscapabilities of the various traffic routing and control systems coveredin this disclosure.

A more elaborate embodiment of the invention is now presented which willbuild on the communication interfaces to the traffic control andmonitoring and data collection system. This elaboration will bringtogether the network, the capabilities of the in-vehicle guidance andnavigation system (in whatever form meets the specific needs of theapplication) and the data interchange with the traffic control system.These elements are combined to provide public safety and securityvehicles and personnel with an exemplary means of improving theirresponse time in an emergency.

As is the case with most in-vehicle guidance and navigation systems, adestination location is required along with a current location fix tocommence the processing of route planning and navigational guidance. Bythe very nature of a positional location system, the in-vehicle systemwill always maintain a fix as to its current location, direction andspeed. When an emergency alarm occurs, the physical address or locationof the event can either be entered into the in-vehicle navigation orguidance system manually through a number of input means including voicerecognition or it can be transmitted to it over any suitable network bythe dispatch person, system or function which receives the emergencyalarm or alert. As described above in the one and two-way communicatingsystem descriptions, the system (either the in-vehicle or trafficcontrol system), will determine the best possible route to the targetlocation and will initiate the first set of directions to the driver. Itshould be noted that in an emergency response vehicle, a visual displayof the route may be helpful but an audio directional system will permitthe driver to maintain full attention to the road and keep from havingtheir attention diverted to look at a video screen. Once initiated, theonboard guidance and navigation system will initiate a communicationssession with the traffic control system and operator, the dispatchsystem and operator, the driver and any other system or person requiredto complete the following step, to facilitate the routing of the vehicleand response personnel from the point of origin to any number ofdestinations. The communications session, people and systems involvedwill:

1. Share real time, information on the location, speed and direction ofthe vehicle.

2. Share real time, information on the vehicles initial intended route.

3. Share real time, information on any known delays or obstruction alongthe planned route or any flow patterns that indicate a better route maybe possible based on the initially defined route. This will include anyand all railroad crossing locations and railroad control centers, whichroute train traffic, as well as bridge tenders who control the open andclosing of drawbridges, to permit boat traffic with height restrictionsto pass.

4. Pass real time information from any authorized system or person tothe onboard system to recommend changes in or overriding of the plannedroute.

5. Cause the onboard guidance and or navigation system to either computea new route from its current location to the destination or accept a newroute from any authorized system on the network as a result of knownobstructions, congestion or delays, and relay that new route to allsystems on the network.

6. Cause the onboard guidance and or navigation system to either computea new route from its current location to the destination or accept a newroute from any authorized system on the network from its currentlocation to the destination, as a result of the driver not following thedesignated route. This dynamic re-route would occur as a result ofunknown obstructions in the planned route, which cause the driver toabort the designed route and take an alternate route.

7. Cause the original planned and or modified routes to be shared withthe traffic control system or systems having control over trafficsignaling devices along the planned and or modified route. These plansalong with the location, speed and direction data pertaining to thevehicle following that route, will cause the traffic control system toperform whatever changes in state are necessary to ensure that all inroute control signals, systems or devices are in a state, in sufficienttime, to minimize or eliminate any traffic, congestion or in routedelays. Timing of the traffic control devices at intersections isaccomplished by the in-vehicle system, which makes every intersection onthe planned route a waypoint in the route. As the vehicle travels alongthe planned route and applies dynamic changes, the estimated time ofarrival will be computed and reported to the traffic control system foreach intersection waypoint by the in-vehicle system, making the trafficcontrol system aware of the estimated time of arrival of the vehicle ateach intersection thus improving and overall efficiency and safety ofthe system. With sufficient data relating to the route and estimatedtimes of arrival at each intersection, the traffic control system caneffectively provide notification to vehicles and pedestrians along theroute and ensure that traffic control are in the best state to ensurethe most expedient transit of the emergency vehicle or vehicles.

8. The traffic control system being aware of the route and the vehiclesprogress along the route as well as any changes thereto will activatevisual and audible alarms, strobes, horns, bells, flashing lights ordirectional arrows and signage along the route with sufficient time tonotify vehicular and pedestrian traffic in the area of the approachingemergency vehicle, indicating its direction and eminent presence.

9. In the future, as vehicles come equipped with systems capable ofreceiving data related to the presence of an emergency vehicle, itsroute and location, they will either audible or visually alert thedriver of its presence. This ability will be embedded into systemscapable of receiving and processing signals like a radio orentertainment system. Today systems like radar detection systems alreadypossess such capabilities. More advanced vehicle navigation and guidancesystems will be able to alter their planned route to avoid any possibleinterference with the planned path of the emergency vehicle if such afeature is desired.

With reference to FIGS. 3A-3B, 4A-4B, 4C, and 5A-5C, a method 50 forproviding a guidance and routing system 10 using a one waycommunications network 24, a method 100 a guidance and routing system 10using a two way communications network 24, a method 141 for providingtraffic control and routing using a two way communications network 24, amethod 160 for providing emergency vehicle guidance and routing using atwo way communications network 24, and a method 201 for providingtraffic control and routing for emergency vehicles using a two waycommunications network 24, is shown.

The guidance system 10 is configured to meet the needs and preferencesof the person operating the vehicle through the use of a smart card orpersonal communications gateway which can include a software radio 74,132, 196. The specifics of these authorization and configuration meansare covered in more detail later. Properly configured and authorized,the system 10 will be capable of being giving a destination 52, 102,163, computing a route to the destination 58, 108, 168, usingdirectional and location device like GPS 80, 107, 182 and/or Flux Gatecompasses 82, 109, 184 and receiving over a network in real time,updates on accidents, congestion and other conditions that would impedeor improve the progress of the vehicle to the destination 62. Thisavoidance or clearance data permits the routing system 10 and process,to consider alternative routes in real time 66, 118, 178 based on thecurrent location and provides alternative routing 78, 136, 200 to thedriver. The network 24 to provide this interface 74, 132, 196, 84, 113,115, 186, 188, may be wireless, such as cellular, data wireless IP basedlike 802.11, sub carrier based off of standard broadcast radio, pagernetwork based, digital land and/or satellite based, land mobile dataradio based, software radio based and controlled or any other suitableor acceptable means sufficient to deliver input to the guidance system10 permitting it to build the most efficient route to the destination.The system 10 also is capable of dynamic rerouting if the driverdeviates from the planned route 68, 128, 180 and based on preferences74, 132, 196, can force a look ahead only planning process 60, 110, 170,88, 140, 192 if back tracking to the original route is not a preferredoption. As an alternative for repetitive or scheduled route planning fortransports like public bus systems or commuters who travel the sameroute daily, a centralized route planning function could providealternative route planning services and recommendations 64, 116, 176.These types of services would be ideally suited for incorporation intoguidance systems integrated into in transport entertainment and radiosystem or any system having either an audio or visual display capable oftext and graphical display.

The traffic control network 62 can be operated by the DOT, local policeor county traffic control departments, local radio or TV stations or maybe a subscription based service offered by private companies. Thenetwork interface means Drawing 1 a-74, 132, 196, 84, 113, 115, 186, 188for receiving traffic flow factors, and its associated network, can belocal, or operate over national networks like those available from landbased and/or satellite radio providers like Sirius or XM Radio or othersatellite based networks offering voice and/or data services. Theguidance control system Drawings 1 a & 1 b can be stand alone devices orcan be integrated into vehicle radios, which would share the receiverfor both audio entertainment and navigational purposes.

Vehicle guidance systems supporting 2-way communications network areillustrated in FIGS. 4A-4C and 5A-5B. These guidance systems 10 use GPS107, 182 or other suitable location sensing systems to provide real timefeedback to a central traffic routing and control system 112, 113. Thesystem 10 may track at a minimum, the speed and direction of the vehicleand in a more enhanced version, would be capable of sensing andreporting on weather condition, traction control conditions or any othersensor based condition that the system or vehicle is capable ofsupporting and reporting. With such real time inputs 112, 146, thecentral traffic control system is capable of altering traffic controlsystem parameters 150, 152, 154, 156, like the posted speed limit,warning signs as well as traffic signaling and traffic lane directionalcontrol systems, to better regulate or improve the flow of traffic, thusreducing congestion as well as providing in vehicle guidance andnavigation systems with needed data Drawing 148, 150 to perform routeanalysis and redirection 116, 118, 120, 138, 140 as needed. In a moreelaborate configuration, it could also generating an alert or alarmcondition, which would cause traffic control cameras, observationaircraft or ground vehicles to be dispatched, to investigate the causeof the stoppage or slowdown 156. By improving both real-timefrom-the-field conditions with the sophisticated routing software andsystems available today, the performance of the overall guidance andnavigation systems will be greatly improved.

It should be noted at this point that the 2-way communicating system,while presented as being incorporated into a guidance system, would beincorporated into a vehicle in other forms (not illustrated indrawings). In its simplest form, it would be a speed and directionsensing system, which would be in the form of passive devices forexample but not limited to RFID tags attached to or incorporated into avehicle. It could take may forms such as being embedded into thevehicles license plate or incorporated into the vehicles inspection andrenewal stickers. In what ever form it is embodied, it can be placedinto a bus, taxi, police car, delivery vehicle or other forms of publicor private transportation and as they pass monitoring points, they willsupply additional input data points to the traffic control system 150,212. Unlike traditional traffic control inputs which simply tracknumbers of vehicles passing a sensor point, the RFID tag would permittracking of individual vehicles progress along any number of routes andbe better able to determine real traffic flow patterns, speeds andpreferred routes 150, 212. This RFID tag would also provide a means oftracking stolen or missing vehicles by associating a RFID tagidentification number with a specific vehicle. The data captured by thisflow monitoring and reporting system would be recorded in a database 148for use in dynamically routing vehicles and controlling traffic controldevices and systems 150, 152, 154, 156, 212, 214, 216, 218, 220 toimprove overall traffic flows.

In more elaborate forms, the navigation and guidance system would be anactive reporting system (not illustrated in drawings), incorporated intothe vehicles entertainment system, communications system or any othersystem in the vehicle that would accommodate the processor andcommunications needed. This would permit the sharing of on board vehicleresources like speaker, display units, microphones, input devices or keyboards, power supplies, storage media, digital processors andcommunications systems. Devices such as cellular phones and PDA'srepresent some of the devices that could interface with the 2-waycommunications network and act as a shared communications bridge. As carautomation and computerization expands with integrated vehicle videoentertainment systems, build in voice and data networking system andemergency alarm and detection systems such as GM OnStar, the integrationof the one or two way traffic control guidance interface (see FIGS. 3A,3B, 4A, 4B, 4C, 5A, 5B, 5C) becomes increasingly more cost justifiedwhile improving the overall driving experience. Adoption of planar arrayantennas into vehicle roofs, hoods or trunks to support high-speed dataand video transmission from satellites and/or land based stations usingtechnologies like the IEEE 802 LAN/MAN protocols all make transport ofneeded data streams easier and cost competitive.

Many rental cars and production passenger vehicles now come equippedwith a navigation or guidance systems that do not interface with anoutside traffic control and reporting system (see FIG. 6), over either aone or two way communications network. To improve on thesenon-interfacing systems and provide for portability of the routingservice, the navigation or guidance system can be equipped with a numberof different communications ports (see FIG. 6) over which informationfrom a traffic control or reporting system can be delivered by otherdevices 222, 74. An example would be a business person who carries acommunicating PDA, Blackberry or other mobile computing andcommunications device or personal communications gateway or softwareradio and the means to configure, authorize and activate the device, canplace their device into a cradle or other docking means that not onlywould have the option to power the communicating device but would alsohave the ability to initiate a communications session 222 between thedevice and the navigation and or guidance system and cause it to useeither the docked systems or the installed devices one or two waycommunications capabilities to gain data on local traffic conditions andprovide the navigation and guidance systems with valuable additionaldata to enhance its routing capabilities (see FIG. 6).

The use of software radio systems, configured by an individualspreference and authorization means 74, 132, 196, like a smart card, anRFID tag, a bio-metrics detector and identification sensor or device, akey entry device, a voice recognition device, a magnetic card reader, aID chip, or any other identification means or combination of means,deemed reliable, secure and economically justified will permit greaterflexibility and customization to meet the specific needs of each user.This same authorization means will be used to configure one or all invehicle systems for guidance, routing (58, 108, 168), entertainment,data and voice systems (not shown in drawings) to meet the preferencemeans of the operator. Other systems that could be controlled by theindividuals preference and authorization means include settings for oneor more of the following: seat settings, mirror settings, climatecontrol settings, peddle and steering wheel adjustments, suspensioncontrols, dashboard illumination controls, radio station setting by typeand or genre, seat heaters, traction control and or drive train.

The routing and information services (see FIGS. 4A, 4B, 4C and FIGS. 5A,5B, 5C), can be free publicly available services or fee-based services,provided by a service organization specializing in route planning. Itshould be noted that a device like a cell phone or PDA or any othercommunicating device with a display and or speaker and or microphone ona stand alone basis can deliver the complete navigation and guidancecapability described above. The interfacing of the communicating devicewith an in vehicle navigation and or guidance system (see FIG. 6),simply enhances the ability of the communicating device by expanding itsdisplay, processing power, position determination and ability to utilizethe one or two way network interface capabilities. Smart Cards orpersonal communications gateway devices 74, 132, 196, permitting accessto wireless networks and services through adaptive circuits dynamicallyconfigured by software, will provide added flexibility and ease of useof these guidance and navigation systems. Through their use, users willbe able to transform basic guidance and navigation systems to meet theirspecific needs, access their preferences, utilize specific serviceproviders and authorize and activate features and functions based ontheir level of service or subscription base. This dynamic configurationand authorization means Drawing 9 will permit the base navigationcontrol and guidance system as well an any other interfaced system inthe vehicle 226 to accept the necessary control parameters andintercommunications to all devices and network interfaces 224, to meetthe personal preferences of the user and interface wirelessly with theusers preferred service providers 222, for network, data, entertainmentand voice services.

Appointments in calendaring programs, meeting notices or memos withaddresses can be automatically retrieved and used by the guidance and ornavigation system if so permitted by the communicating device Drawing74, 132, 196, to direct the driver from their current location to thepoint of their meeting, to a hotel where they have a reservation or tothe rental car agency once the meeting or trip is completed and the caris to be returned. The ability of the communicating device to sharereservation and trip plans and itinerary data with the navigation andguidance system to improve the overall travel experience is anothervalue added and convenience feature of the system and begins to expandthe vision of the “personal digital assistant”. The networks Drawing9-9.1, used to interface with the navigation and guidance system Drawing226, would be RF, Infrared, Optical or use any other medium that wasconsidered suitable and reliable and met with interface standards. Thiscapability would permit the end user to save route data in theirpersonal device 74, 132, 196, so that features like “most frequentlycalled numbers” could be expended to include “most frequently visiteddestinations”.

Surface vehicles are also susceptible to delays caused by railroad andmarine traffic. Railroad traffic is managed by a central control center.As a result, the traffic control management system can obtain real timeupdates on scheduled and none scheduled railroad traffic 154, 216, whichwill cause delays at railroad crossings. Unlike bridges, which aremanned, railroad crossings operate automatically and therefore controlof conflicts with traffic on the rails and the surface streets must beresolved at the traffic control centers for each medium. This isespecially true when emergency vehicles are in route to an emergency andtheir planned route includes at least one railroad crossing. Theseconflicts can be managed at the control center level for each medium byrerouting the emergency vehicles 66, 138, 190, or causing the railroadtraffic to speed up or slow down to avoid the conflict and eliminate anycomputed pending conflict and delay 156, 218. More problematic is marinetraffic, which can cause delays in surface vehicle traffic when bridgeopens are required, due to height clearance restrictions of passingvessels. While many bridges follow a schedule for openings, oftenunscheduled openings occur which result in unanticipated delays forsurface vehicle traffic. A system 10 for vessel tracking and bridgeopening, scheduling and alarm is described here (FIGS. 7-15). Thissystem 10 is used to track railroad traffic as well as marine traffic ifthe properties of the railroad control system do not adequately meet theneeds of supplying sufficient real time data on train locations, speedand crossing ETA's of surface traffic streets. The vessel tracking andbridge opening scheduler and alarming system 10, is designed to monitora beaconing transmitter aboard any marine vessel 8.1, 7.1, having aheight clearance restriction sufficient to cause a request of a bridgeopening to be required Drawing 8.2, 7.2. Current marine protocolrequires that ever vessel needing a bridge opening contact the bridgetender to request such an opening to be scheduled. Depending on thetraffic conditions and the operating mode of the bridge, openings mayonly occur on a scheduled basis like every half hour or may occur onrequest as long as surface traffic is not excessive. Most bridgesoperate under a scheduled opening basis during peak surface traffictimes and then revert to an on request schedule during none peak surfacetraffic times. The beaconing transmitter of each vessel 8.1, 7.1, iseither a stand-alone device or is a hybrid combination of a radiotransmitter, such as a standard VHF marine radio and a positionslocation system such as a global positioning satellite (GPS) system.Since most vessels today have a GPS receiver onboard for navigationalpurposes and most new VHF radios have an interface to a GPS receiver fordistress reporting purposes, it is easy to envision that this samecombination of radio and GPS which operates on channel 16 foremergencies could also operate on channel 9 which is the standard forbridge tender intercommunication voice traffic. The beaconingtransmitter will transmit the vessels Identification, its position as adiscrete latitude and longitude coordinate, its speed and direction andproduce vector coordinates of its projected path Drawing 7.5 or forrailroads 7.6. Using this data, the Vessel Tracking and Bridge Openingand Alarming system will compile all vessels needing an opening andcompute the impact the during and time of the opening will have onsurface traffic and generate a Radial Impact Zone and Level of ImpactGradient for surface traffic Drawing 10.5 and posts this information tothe surface traffic control system database 210. The Vessel Tracking andBridge Opening and Alarming system at each bridge within the range ofthe vessels radio will compute a possibility of a crossing of thevessels track and bridge and also will calculate an estimated time ofarrival of the vessel using the beaconing radios GPS data stream. Theprocess it will go through is as follows.

1. The ID and position data of the vessel is first plottedmathematically against all known waterway navigation channels leading toand from the bridge. Since water ways like railroad tracks follow aspecific course and location, it will be easy to determine if the vessel7.1 is on a water way that intersects with the bridge 7.2.

2. If the vessel is determined not to be on a course with the bridge themessage is deleted and any other inbound message in the radio receiversqueue is processed.

3. If the vessel is determined to be on a course with the bridge, thespeed over ground, location and direction are used to determinemathematically if the vessel is headed towards the bridge or away fromit 7.5 Route Vector. If it is headed away from it, the message isdeleted and any other inbound message in the radio receivers queue isprocessed.

4. If the vessel is on a course with the bridge and is headed towardsthe bridge 7.5, the speed of the vessel and its location are used tocompute an estimated time of arrival at the bridge and the Radial Impactof the bridge opening 10.5.

5. The estimated time of arrival is then posted to a log file in a formthat will allow the bridge tender to review them and communicate withthe vessel using either an automated text or voice system informing themof the next scheduled opening time and any special instruction necessaryto maintain a safe and orderly condition in the waterway and in the areaimmediately surrounding the bridge. Such information may be arecommendation to slow or speed up their approach so as to better timetheir arrival for the scheduled or non-scheduled opening. It may includeinstructions to hold behind another vessel that is in front of them inthe queue of vessels awaiting the opening. It may also includeinstructions about which side of the bridge's water way will be givenfirst rights to pass through the bridge once it is opened. Priority isalmost always given to vessels with a current to their stems travelingdownriver due to their restricted or diminished ability to maneuver, tovessels who are burdened such as large barge tows or tugs and to vesselswho are experiencing mechanical difficulties. Many factors enter intothis complex queuing process making the Vessel Tracking and BridgeOpening Scheduler and Alarming system a valuable tool for bridge tendersto manage a safe and orderly process much like an air traffic controllermust do for at a busy airport.

6. As the bridge tender manages all vessel traffic requiring a bridgeopening, the planned opening time, estimated duration of the openingwill be posted to the traffic control system 156, 216 or posted to adata repository used by traffic control systems 148, 208, 210 andvehicle routing and guidance systems to make them aware of the scheduledopening and its estimated duration.

7. As an opening occurs and is in process, the bridge tender will updatetheir postings to the traffic control systems 154, 216 or datarepositories 148, 208, 210, as needed. Updates to the estimated durationtime and the time of completion will be posted along with a finalposting at the completion of the opening with an indication of thetraffic delay created as a result of the opening. The surface trafficdelay factor can be computed using electronic sensors on the surfacestreet approaches to the bridge or through visual observations.

8. Because there is a direct link between the bridge tenders VesselTracking and Bridge Opening Scheduler & Alarming system. The bridgetender will be notified by the traffic control system if an emergencyvehicle is in route 156, 218 to an emergency and request they cross thebridge as soon as possible. This information along with an estimatedtime of arrival of the emergency vehicle, update in real time, will beincluded in the bridge scheduling system permitting the bridge tender toeither delay the opening, terminate the opening or cause the emergencyvehicle to be rerouted as a last resort. This communication and controlis possible do to the intercommunications capabilities of the varioustraffic routing and control systems 150, 212 covered in this disclosure.

FIGS. 7-15 illustrate include a planned route (see FIG. 8) from alocation (1) to a destination (2) in the City of Fort Lauderdale. The invehicle guidance system 10 plots a route shown (see FIG. 13) whichtravels down State Road 84 East then North on US1 then West on BrowardBlvd to the destination 3 block west of City Hall. The original route is4.3 miles and is estimated to take 7 minutes. In FIG. 7-15, a vesseltraveling West on the New River using the Vessel Tracking and BridgeOpening Scheduler and Alarming system appears as FIG. N.1 (where N isthe Figure number). Thus, in FIG. 7, the vessel is labeled 7.1. Thevessel's route will take it to a point where a bridge exists at FIG. N.2in all drawings in this series. In FIG. 7, the bridge is labeled 7.2. Atrain is also illustrated as traveling north, paralleling SW 2nd Avenueand is labeled N.3, so in FIG. 7, it appears as 7.3.

In FIGS. 7-15, there are three series of events.

The first series (FIGS. 7, 8, and 13) illustrates the initial route inFIG. 8. A close-up view of the end of the route in FIG. 7 illustratesviews of the vessel traveling up the New River as well as the Traintraveling north. The last Figure in this series, FIG. 13, illustratesthe route and detailed instructions, estimated time of arrival at eachturn as well as the distance from this point of origin.

The second series (FIGS. 9, 10, and 14), illustrate what happens whenthe vessel-traveling west on the New River generates a request for anopening based on its Route Vector and that opening request results in aRadial Impact Zone and Level of Impact Gradient Alarm being issued. Inthe overview of the route in FIG. 9, the route has been changed todirect the vehicle to use Andrews Avenue to travel north on to BrowardBlvd. instead of US1. In FIG. 10, the Radial Impact Zone can be seen andthe re-route of the vehicle can also be seen. This dynamic reroutingends up in a revised route shown in FIG. 14 where the total distance tobe traveled had decreased to 3.7 miles but the total travel time hasincreased to 10 minutes make the trip 3 minutes longer than originallyplanned.

The third and final series (FIGS. 11, 12, and 15) show what happens thenthe train traveling north will cause a delay in the planned route alongBroward Blvd. The original planned route now has 2 known delays, onefrom the vessel causing a bridge opening at Los Olas and the other fromthe Metro Rail Train traveling north causing the crossing on BrowardBlvd to be blocked. In FIG. 11, an overview of the second reroute isillustrated, showing the preferred route now to be to take State Road 84west to Interstate 95 and then to travel north to Broward Blvd and thentravel east to the destination. FIG. 12 shows a close up view of thedestination and the railroad crossing that caused the reroute. FIG. 15shows the final route to avoid the delays. The final route is 4.3 mileswith an estimated travel time of 10 minutes, 3 minutes longer than theoriginal route plan.

A more elaborate embodiment of the invention is now presented which willbuild on the communication interfaces to the traffic control andmonitoring and data collection system 10. This elaboration will bringtogether the network 186, 188, the capabilities of the in-vehicleguidance and navigation system 10 (in whatever form meets the specificneeds of the application) and the data interchange with the trafficcontrol system 202. These elements are combined to provide public safetyand security vehicles and personnel with an exemplary means of improvingtheir response time in an emergency.

As is the case with most in-vehicle guidance and navigation systems, adestination location is required 162 along with a current location fix166 to commence the processing of route planning and navigationalguidance 168. By the very nature of a positional location system, thein-vehicle system will always maintain a fix as to its current location,direction and speed 166. When an emergency alarm occurs, the physicaladdress or location of the event can either be entered into thein-vehicle navigation or guidance system manually through a number ofinput means including voice recognition or it can be transmitted to itover any suitable network by the dispatch person, system or functionwhich receives the emergency alarm or alert 162. As described above inthe one and two-way communicating system descriptions, the system(either the in-vehicle or traffic control system), will determine thebest possible route to the target location and will initiate the firstset of directions to the driver 168. It should be noted that in anemergency response vehicle, a visual display of the route may be helpfulbut an audio directional system will permit the driver to maintain fullattention to the road and keep from having their attention diverted tolook at a video screen. Once initiated, the onboard guidance andnavigation system will initiate a communications session with thetraffic control system and operator 172, 174, the dispatch system andoperator, the driver and any other system or person required to completethe following steps (not shown in drawings), to facilitate the routingof the vehicle and response personnel from the point of origin to anynumber of destinations. The communications session, people and systemsinvolved will:

1. Share real time, information on the location, speed and direction ofthe vehicle 174.

2. Share real time, information on the vehicles initial intended route132.

3. Share real time, information on any known delays or obstruction alongthe planned route or any flow patterns that indicate a better route maybe possible based on the initially defined route 198, 220. This willinclude any and all railroad crossing locations and railroad controlcenters, which route train traffic, as well as bridge tenders whocontrol the open and closing of draw bridges, to permit boat trafficwith height restrictions to pass 216.

4. Pass real time information from any authorized system or person tothe onboard system to recommend changes in or overriding of the plannedroute 218.

5. Cause the onboard guidance and or navigation system to either computea new route from its current location to the destination 200, 198 oraccept a new route from any authorized system on the network 220 as aresult of known obstructions, congestion or delays, and relay that newroute to all systems on the network.

6. Cause the onboard guidance and or navigation system to either computea new route from its current location to the destination 168 or accept anew route from any authorized system on the network from its currentlocation to the destination 220, as a result of the driver not followingthe designated route 180, 192. This dynamic re-route would occur as aresult of unknown obstructions in the planned route, which cause thedriver to abort the designed route and take an alternate route.

7. Cause the original planned and or modified routes to be shared withthe traffic control system or systems having control over trafficsignaling devices along the planned and or modified route 174. Theseplans along with the location, speed and direction data pertaining tothe vehicle following that route, will cause the traffic control systemto perform whatever changes in state are necessary to ensure that all inroute control signals, systems or devices are in a state, in sufficienttime, to minimize or eliminate any traffic, congestion or in routedelays 214. Timing of the traffic control devices at intersections isaccomplished by the in-vehicle system, which makes every intersection onthe planned route a waypoint in the route (not shown in drawing). As thevehicle travels along the planned route and applies dynamic changes, theestimated time of arrival will be computed and reported to the trafficcontrol system for each intersection waypoint by the in-vehicle system,making the traffic control system aware of the estimated time of arrivalof the vehicle at each intersection thus improving and overallefficiency and safety of the system 202. With sufficient data relatingto the route and estimated times of arrival at each intersection, thetraffic control system can effectively provide notification to vehiclesand pedestrians along the route and ensure that traffic control are inthe best state to ensure the most expedient transit of the emergencyvehicle or vehicles 214.

8. The traffic control system being aware of the route and the vehiclesprogress along the route as well as any changes thereto will activatevisual and audible alarms, strobes, horns, bells, flashing lights ordirectional arrows and signage along the route with sufficient time tonotify vehicular and pedestrian traffic in the area of the approachingemergency vehicle, indicating its direction and eminent presence 218.

9. In the future, as vehicles come equipped with systems capable ofreceiving data related to the presence of an emergency vehicle, itsroute and location, they will either audible or visually alert thedriver of its presence. This ability will be embedded into systemscapable of receiving and processing signals like a radio orentertainment system. Today systems like radar detection systems alreadypossess some early warning capabilities. More advanced vehiclenavigation and guidance systems will be able to alter their plannedroute to avoid any possible interference with the planned path of theemergency vehicle if such a feature is desired 138.

Obviously, many modifications and variations of the present inventionare possible in light of the above teachings. The invention may bepracticed otherwise than as specifically described within the scope ofthe appended claims.

1-32. (canceled)
 33. A system for providing information to a user,comprising: a device being positioned relative to the user, the deviceincluding: an input system for establishing a destination location ofthe user; a positioning system for establishing a current position ofthe device; and, a computer based routing system for automaticallyestablishing a planned route as a function of the current position andthe destination location or as a function of the current position and astored route chosen by the user, or activating the stored route chosenby the user; and, a traffic control system in communication with thedevice, the device for sending the planned route over a communicationsnetwork to the traffic control system, the traffic control system forautomatically establishing at least one factor which negatively orpositively impacts travel over the planned route as a function of theplanned route and responsively communicating the at least one factor tothe device.
 34. A system, as set forth in claim 33, wherein the deviceis embodied in a hand-held device.
 35. A system, as set forth in claim34, wherein the handheld device is a PDA or a cell phone.
 36. A system,as set forth in claim 33, wherein a communications path from the trafficcontrol system to the device uses a commercial one-way communicationslink.
 37. A system, as set forth in claim 36, wherein the commercialone-way communications link is provided through a terrestrial orsatellite radio service.
 38. A system, as set forth in claim 33, whereinthe destination location is input to the input system by the user,transferred from an external system, or chosen from a list of remotelyor locally stored addresses, routes, or destinations.
 39. A system, asset forth in claim 33, wherein the at least one factor may includeaccidents and/or congestion and/or alternate route options and/orreal-time trend data and/or historical trend data and/or a factorrelated to a railroad crossing and/or bridge.
 40. A system, as set forthin claim 33, the traffic control system for establishing a proposedalternate route as a function of the planned route and the at least onefactor and communicating the proposed alternate route to the device overthe communications network.
 41. A system, as set forth in claim 33, thedevice for communicating information to the traffic control system inreal-time and/or in a batch mode.
 42. A system, as set forth in claim33, wherein the traffic control system receives information from thedevice and other similar devices related to the planned and alternateroutes, accidents, and congestion, and other information related totravel.
 43. A system, as set forth in claim 33, wherein the trafficcontrol system persistently communicates information including the atleast one factor to the device.
 44. A system, as set forth in claim 33,wherein the routing system establishes the planned route byautomatically determining and/or receiving alternative route options andpresenting the alternate route options to the user.
 45. A system, as setforth in claim 44, wherein one of the proposed alternate routes isreceived from the traffic control system.
 46. A system, as set forth inclaim 33, wherein the routing system establishes an alternate route as afunction of the at least one factor and/or at least one preferenceand/or historical trend data and/or real-time trend data stored on thedevice.
 47. A system, as set forth in claim 33, the routing system formonitoring the current position of the device and establishing a newplanned route as a function of the current position and the destinationlocation if the user deviates from the planned route.
 48. A system, asset forth in claim 47, the routing system for communicating the newplanned route to the traffic control system over the communicationsnetwork, the traffic control system for establishing automaticallyestablishing at least one new factor which may impact travel over thenew planned route as a function of the new planned route andresponsively communicating the at least one new factor to the device.49. A system, as set forth in claim 33, the traffic control systemcontinuously communicates any new factors which may impact travel overthe planned route and/or proposed alternative routes to the device, therouting system for receiving the new factors and/or proposed alternativeroutes and determining an alternative route as a function of the newfactors or allowing the user to accept one of the proposed alternativeroutes.
 50. A system, as set forth in claim 33, wherein the at least onefactor may be related to emergency response vehicles in or around theplanned route.
 51. A system, as set forth in claim 33, whereininformation related to the user, the planned route and an actual routemay be stored on the device.
 52. A system, as set forth in claim 33,wherein the device stores a default route from the current position tothe destination location, the routing system establishes the plannedroute as the default route unless the at least one factor provides abetter alternative route and/or provides impact data that triggersalternate route planning.
 53. A system, as set forth in claim 33,wherein the traffic control system is in communication with a trafficsignaling and/or traffic monitoring and/or traffic control and/orrailroad opening system and/or bridge opening system and may send acontrol signal thereto to control an aspect thereof and/or share realtime trend data and/or historical trend data.
 54. A system, as set forthin claim 34, wherein the hand-held device interfaces with an in vehiclenavigation and/or guidance system.
 55. A system, as set forth in claim33, wherein the device communicates progress along the planned route tothe traffic control system in real-time and/or in a batch mode.
 56. Asystem, as set forth in claim 33, wherein progress along the plannedroute and/or trend data is stored on the routing system and/or thetraffic control system.
 57. A system, as set forth in claim 56, whereinthe planned route is established as a function of the trend data.
 58. Amethod for providing information to a user, comprising: providing adevice positioned relative to the user; establishing a destinationlocation of the user via the device; establishing a current position ofthe user; automatically establishing a planned route as a function ofthe current position and the destination location or as a function ofthe current position and a stored route chosen by the user, oractivating the stored route chosen by the user; sending the plannedroute over a communications network to a traffic control system;automatically establishing via the traffic control system at least onefactor which negatively or positively impacts travel over the plannedroute as a function of the planned route; and, responsivelycommunicating the at least one factor to the device.
 59. A method, asset forth in claim 58, wherein the step of establishing a destinationlocation includes the step of accepting input of the destinationlocation by the user, transferring the destination location from anexternal system or allowing the user to select the destination locationfrom a list of locally or remotely stored addresses, routes, ordestinations.
 60. A method, as set forth in claim 58, wherein the atleast one factor may include accidents and/or congestion and/oralternate route options and/or real-time trend data and/or historicaltrend data and/or a factor related to a railroad crossing and/or bridge.61. A method, as set forth in claim 58, including the steps ofestablishing a proposed alternate route at the traffic control system asa function of the planned route and the at least one factor andcommunicating the proposed alternate route to the device over thecommunications network.
 62. A method, as set forth in claim 58,including the step of communicating information from the device to thetraffic control system in real-time and/or in a batch mode.
 63. Amethod, as set forth in claim 58, including the step of receivinginformation from the device and other similar devices, at the trafficcontrol system, related to the planned and alternate routes, accidents,and congestion, and other information related to travel.
 64. A method,as set forth in claim 58, including the step of persistentlycommunicating information from the traffic control system, including theat least one factor, to the device.
 65. A method, as set forth in claim58, wherein the step of establishing the planned route includes the stepof automatically determining and/or receiving alternative route optionsand presenting the alternate route options to the user.
 66. A method, asset forth in claim 65, wherein one of the proposed alternate routes isreceived from the traffic control system.
 67. A method, as set forth inclaim 58, including the step of establishing an alternate route as afunction of the at least one factor and/or at least one preferenceand/or historical trend data and/or real-time trend data.
 68. A method,as set forth in claim 58, including the steps of monitoring the currentposition of the device and establishing a new planned route as afunction of the current position and the destination location if theuser deviates from the planned route.
 69. A method, as set forth inclaim 68, including the steps of communicating the new planned route tothe traffic control system over the communications network andautomatically establishing at least one new factor which may impacttravel over the new planned route as a function of the new planned routeand responsively communicating the at least one new factor to thedevice.
 70. A method, as set forth in claim 58, including the step ofcontinuously communicating any new factors which may impact travel overthe planned route and/or proposed alternative routes to the device,receiving the new factors and/or proposed alternative routes at thedevice and determining an alternative route as a function of the newfactors or allowing the user to accept one of the proposed alternativeroutes.
 71. A method, as set forth in claim 58, wherein the at least onefactor may be related to emergency response vehicles in or around theplanned route.
 72. A method, as set forth in claim 58, whereininformation related to the user, the planned route and an actual routemay be stored on the device.
 73. A method, as set forth in claim 33,including the step of storing a default route from the current positionto the destination location, wherein the step of establishing theplanned route including the step of establishing the default route asthe planned route unless the at least one factor provides a betteralternative route and/or provides impact data that triggers alternateroute planning.
 74. A method, as set forth in claim 58, including thestep of communicating progress along the planned route to the trafficcontrol system in real-time trend data and/or in a batch mode.
 75. Amethod, as set forth in claim 58, including the step of storing progressalong the planned route and/or trend data on the routing system and/ortraffic control system.
 76. A method, as set forth in claim 75, whereinthe planned route is established as a function of the trend data.